Railway safety device.



A. j'o'NEs. RAILWAY SAFETY DEVICE. ILED HOT. 18, 1911. RENEWED FEB. 21, 1913.

APPLICATION! 2 SHEBTS-SHEBT l.

- WITNESSES INVENTOR- I'M Patented Apr. 8, 19'13.

A. MJZJONBS.

Nov; 18, 1911. nnnnwnn 11:121. 1913.

Patented Apr. 8; 1913.

' 2 urns-sass: 2f

WITNESSES v S IIINVENTOR Q/K-QMJ, Jae lies,

' Application filed November 18,

:UNITED STATES PATENT onrron.

ALBERT M. JONES, or

TOWN, MARYLAND.

To all whom it may concern:

Be it known that I, ALBERT M, Jones, a citizen of the United States, residing at Ha erstown, in thecounty of Washington and State of Maryland, have-invented certain new and useful Improvements in Railway Safety Devices, is a specification.

My invention relates to improvements in railway safety mechanism and the leading object of my invention is the provision of means which will automatically release the air from the brake mechanism and eifect the instant stopping of the train in the event that the engineer fails to-stop his train when the signal is set at the danger designation, to prevent the horrible ring collision of trains.

Another object of my invention is the provision of means for automatically applying the air brake and stopping the tram which cannot possibly be affected by. snow, sleet or rain or by the accumulation of any foreign matter, the mechanism all being so disposed as not to be aife'cted in the manner stated.

Another object provision of means ing the air passing a danger for automatically apply- In order that the detailed construction and operation of my mechanism may be fully understood as well as its features of merit and many advantages be fully appreof the principal ciated I invite attention to the accompanying drawings in which:

Figure 1 represents a perspective View of a portion of an engineequipped with my mechanism and the signal mechanism with the parts in the position assumed when it is desired to stop the train and prevent an accident. Fig. 2 represents a top plan view mechanism comprising my invention removed from the engine and Specification ofiLetters Patent, 1911, Ser'ial No. 661,059. Renewed February of which the following and constantly occurof my invention is the brakes in the event of the train, signal, 'such means being of the most simple and inexpensive construcnacnn s'rown, MAnYnANn, 'assrcnon or oivE-ronmrr Pro NORMAN B. sco'rr, THIRD, onn-roua'rn 'ro 'eoanoN x. mconmvws, oNE-roua'mr ro ALBERT HEARD, AND ONE-FOURTH T0 nan-RY RAILWAY SAFETY DEVICE.

21, 1913. serial is. 750,037.

shown on an enlarged scale. Fig. '3 represents a'horizontal sectional "view of the operating mechanismfthe parts being in the position theyoccupy when the train is running smoothly and no danger is ahead, that is the normal position of the mechanism, and Fig: 4; represents a horizontal sectional View showing the position of the parts of the mechanism after the air has been released from the air brake mechanism and the 'train' stopped.

Referring by which similar note corresponding parts in the several views, the numeral 1 designates a sufiicient portion of .a locomotive engine to illustrate my invention and preferably nponj the pilot 2 of. which my mechanism is secured. I

The preferred construction of my mechanism comprises a bed or securing plate 3 haying openings ing means and this bed plate may be an ing tegral part of'the'cylindrical casing 5, which is provided at or near one end with the inlet opening 6 which connects with the air brake pipe 7 "and about midway of its length the casing is provided with an opening 8 leading to the atmosphere. 1 I I In the cylindrical casing is; placed the plunger or piston 9, preferably made air tight in the casing by means of the packing rings 10 and the rod 11 of the piston passes through the stuiiing box and is connected to the slotted end 13 of the hand lever 14:, which is fulcrumed upon the bracket 15', formed on the casing. In normal position the plunger or piston head fits in the casing in the position shown in Fig. 3 and covers the outlet opening in the casing, and this is the normal position of the plunger or piston, and to the inner face of the plunger is secured the catch or keeper numeral to the drawings in K. STARTZMAN, am. or fineness characters of reference de- Patented Ap s, 1913'.

4 to receive suitable fasten 12 in the casing I 16, which is engaged by the lever ca'tch'li,

which is retained in engagement with the catch by means of the spring 18. Also seated in cups 19 in the inner head of the casing are the pair of springs 20 which also bear upon the plunger and exert their tension outwardly upon the plunger. From the lever catch leads the rod 21, which passes through the stuffing box 22 and has its outer end freely connected at 24 with the operating lever 25, said operating lever being" pivoted at its forward end to the ears 26 on the casing. l r 1 i In the operation of my invention, as sume that the parts of the trip mechanism are in the position shown in Fig. 1 and upon the approach of the train the operating lever is struck by the arm 27 secured to .the pivoted post 28 in the trip stand 29, which ppst carries the arm 30 from which leads the connection 31 to the angle shaped lever 32, which by means of the rod 33, which connects with the signal 34, and when the said arm 27 engages the operating lever 25, said lever is moved inward, releasing the lever "catch from the keeper upon the plunger andu'nstantly upon this release, the plunger under the action of the spring and air in the cylinder is moved to the position shown in Fig. 4, which uncovers the outlet openin in the cylinder and the air from v the bra e mechanism esca' es and the brakes the train efi'ected.

are instantly applied an the stopping of It will be understood thatmy mechanism is particularly intended for the stopping of a train when the engineer fails to see the danger signal, although it may be used in any situation where it would perform its functions in an efficient and practical man ner.

One of the most important advantages of my invention is the fact that the parts can not possibly be affected by foreign matter or weather conditions; also that the mechanism cannot possibly be damaged or get I out of order by reason of hard usage, and

that its simplicity and inexpensiveness will enable the mechanism to be applied at a Hcomparat-ively small cost and make its installation both desirable and necessary.

.I claim l 1. In railway safetymechanism, in combination with the air'pipe of brake mechanism, a casing communicating with the air pipe and having an air outlet, a plunger in said casing normally covering said air outlet, a keeper carriedby said plunger, means pivotally mounted within the casing and engaging the keeper device on the plunger for normally retaining the plunger in position to cover said air outlet, and means operated exteriorly of the casing to release the retaining means for the plunger to permit moving of said plunger to uncover the air outlet and efl'ect the stopping of a train.

2. In railway safety mechanism, the com-.

bination with the air pipe of the brake mechanism, a casing communicating with the air pipe and having an air outlet, a

plunger in said casing normally covering the plunger to permit moving of said plunger to uncover the air outlet and effect the stopping of the train.

3. In' railway safety mechanism, the coinbination with the air pipe of the brake mechanism, a casing communicating with the air pipe and having an air outlet, a plunger in said casing normally covering said air outlet, means for normally retaining the plunger in position to cover said air outlet, consisting of a latch and keeper within the casing, a rod connected with the latch and leading through the casing, a lever pivoted upon the casing and connected with said rod, contact with said lever effecting the release of the catch and permittin the plunger to uncover the air outlet o the casing and release the air to effect the stopping of the train.

4. In railway safety mechanism, the combination with the engine and the air brake mechanism thereof, a casing in communication with the air brake mechanism and having an air outlet, a spring controlled plunger mounted in the casing, means for retaining the plunger in normal position to close the air outlet, a connection leading from the retaining means outside the casing, and an operating lever carried by the casing and connected with the retaining means,

5. In railway safety mechanism, in combination with the air pipe of brake mechanism, a casing communicating with said pipe and having an air outlet, at plunger in said casing adapted to normally cover said air outlet, means arranged within said casing for retaining the plunger innormal position, means for causing said plunger to uncover the air outlet, and means forreturning the plunger to normal position.

6. In railway safety mechanism, in combination with the air pipe of brake mechanism, a casing communicating with said pipe and having an air outlet, a plunger in said casing adapted to normally cover said air opening, means including spring members attached to the plunger and casing and arranged parallel to each other for causing the forward. movement of the plunger when the plunger is released, means for releasing and permitting said plunger to uncover the air outlet, and means for returning the plunger to normal position.

7. In railway safety mechanism, in combination with the air pipe of brake mechanism, a casing communicating with said pipe and having an air outlet, a plunger in said casing adapted to normally cover said air outlet, spring devices attached to the plunger and casing and arranged parallel to each other for causing the forward movement of the plunger when the plunger is released, a keeper carried by the plun er, acatch carried within the casing normal y engaging said kce'per on the plunger when the -'plunger is covering the air outlet to retain same in normal position, and means for releasing and permitting said plunger to uncover the air outlet to eifect the stopping of a train.

8. In railway safety mechanism, in combination with the air pipe of brake mechanism, a casing communicating with said pipe and having an air outlet, a plunger in said casing adapted to normally cover sai air outlet, spring devices' attached to the plunger and casing and arranged parallel to each other for causing the forward movement of the plunger when the plunger is released, a keeper carried by the plunger, a

catch carried within the casing normally engaging said keeper on the plunger to retain the plunger in position, a spring carrie within the casing and engagin over'the catch for retaining the catch an keeper in engagement with each other, and means for releasing and permitting said plunger to uncover the air outlet to etlect the stopping of a train.

9. In railway safety mechanism, in combination with the air pipe of brake mechanism, a casing communicating With said bination Witht pipe and having an air outlet, at plunger in said casing adapted to normally-cover said air outlet, means arranged Wit in the said casing for retaining the plunger in normal position, and means connected to the retaining means for releasing the same and permitting said lunger to uncover the air outlet to efiect t e stopping of a train.

10. In railway safety, mechanism, in come air pipe of brake mechanism, a casing communicating with said pipe and having an air outlet, a plunger in said casing adapted to normally cover said air outlet, means arranged within the casing for retainin the plunger in normal position, means or causing said plunger to uncover the air outlet, and means including a rod connected to the plunger anda slotted lever fulcrumed to the casing and connected to said rod for returning the plunger to normal position.

In testimony whereof I ailix my signature in presence of two witnesses.

ALBERT M. JONES.

Witnesses:

A. L. Houon, WM. N. MOORE. 

